Fuel regenerated non-polluting internal combustion engine

ABSTRACT

An internal combustion engine in which heat is derived from the engine cooling system and/or the exhaust to heat a working fluid in a closed circulatory system. This heat transforms the working fluid into a gas which is delivered to a turbine which drives a generator. The generator delivers DC current to an electrolysis cell in which water is decomposed. The water is decomposed by the electric current into its oxygen and hydrogen components. The oxygen is passed to the air intake of the engine carburetors, while the hydrogen is conveyed to a carburetor therefor. Also included is a carburetor for conventional hydrocarbon fuels. The two carburetors are connected by linkage which may be operated either manually or by pressure to vary the ratio of the carbureted fuels which are delivered to the engine. 
     Certain auxiliary equipment is provided in the form of an air-cooled condenser in the working fluid system, a supply tank for the hydrocarbon fuel, which ordinarily is gasoline, a water supply tank, a tank for receiving hydrogen under pressure, a pump for the hydrocarbon fuel, a pump for the working fluid system, a pump for delivering water from the water tank to the electrolysis cell and a hydrogen pump which passes hydrogen to the hydrogen carburetor and/or the hydrogen tank. 
     In a modification, power is derived from the engine exhaust to drive a turbo-generator which delivers DC current to the electrolysis cell. This current may be supplemented by that provided by a generator that is driven by a turbine powered by the working fluid of a system that is heated by the cooling system of the engine.

This application is a division of the co-pending application of CurtisE. Bradley, Ser. No. 456,974, filed Apr. 1, 1974, now U.S. Pat. No.3,939,806 for a "Fuel Regenerated Non-Polluting Internal CombustionEngine."

The present invention relates to internal combustion engines and isconcerned primarily with the generation of power derived from engineheat to produce an electric current which decomposes water to providehydrogen which is used as fuel for the engine.

BACKGROUND OF THE INVENTION

At the present time, the public is confronted with two basic problemsrelated to the consumption of fuel in an internal combustion engine. Oneof these problems is the pollution of the ambient atmosphere by theproducts of combustion. These noxious products are oxides of nitrogen(NO_(X)), carbon monoxide (CO) and unburned hydrocarbons (HC). Of late,considerable attention has been devoted in attempt to minimize if notcomplete obviate these noxious products of combustion.

The other problem deals with the conservation of fuel. The country isnow faced with an energy shortage and much effort has been directed tothe broad object of regenerating fuel from the heat of the engine, withthe regenerated fuel being passed back to the engine for consumptiontherein.

It is now a well recognized phenomenum that when hydrogen is used as afuel in an internal combustion engine the noxious products of combustionwhich pollute the atmosphere are reduced to a high degree if notcompletely eliminated. This has been found to be true not only when thehydrogen is the only fuel used, but also when the hydrogen is combinedwith conventional hydrocarbon fuels such as gasoline, diesel oil and thelike.

The decomposition of water into its components of oxygen and hydrogen bypassing an electric current therethrough is also a now well recognizedphenomenum. Other methods of decomposing water to provide oxygen havealso been proposed. One of these is to pass water or steam into contactwith heated ferrous balls. Moreover, it has been proposed to usehydrogen so generated as a fuel in internal combustion engines. However,from the apparent lack of public acceptance of such technology, it isbelieved that this failure is due to the highly inefficient nature ofsuch processes.

The present invention is founded on the basic concept of utilizing heatderived from an internal combustion engine to generate electric powerwhich decomposes water to provide hydrogen which is used in the engine.Thus, air pollution is reduced or avoided to a large extent and energyis conserved.

OBJECTS OF THE INVENTION

With the foregoing conditions in mind, the present invention has in viewthe following objectives:

1. To provide an internal combustion engine including means for derivingheat from the engine, utilizing this heat to generate an electriccurrent, decomposing water by passing the electric current therethroughto provide hydrogen, and then using the hydrogen as a fuel in theengine.

2. To provide, in an internal combustion engine of the type noted, acirculatory system for a working fluid and which includes means forheating the working fluid either from the engine cooling system and/orthe engine exhaust.

3. To provide, in an internal combustion engine of the characteraforesaid, a turbine which is driven by the working fluid as it isexpanded into gases. This turbine generator system may be of the typecommonly known as a Rankine Cycle.

4. To provide, in an internal combustion engine of the kind described, agenerator which is driven by the turbine and which generates a DCcurrent which is conducted to an electrolysis cell.

5. To provide, in conjunction with an internal combustion engine of thetype noted, a water supply tank from which water is passed to theelectrolysis cell.

6. To provide, in conjunction with an internal combustion engine of thecharacter aforesaid, a hydrogen tank into which hydrogen is introducedfrom the electrolysis cell under pressure.

7. To provide, in an internal combustion engine of the kind described, aconduit which conducts hydrogen from the electrolysis cell and/or thehydrogen tank to a hydrogen carburetor.

8. To provide, in an internal combustion engine of the type noted, aconduit for passing oxygen from the electrolysis cell to the air intakeof the engine.

9. To provide, in an internal combustion engine of the characteraforesaid, a fuel pump for conducting hydrocarbon fuel from a fuel tankto a carburetor, a pump for the working fluid system, a pump fordelivering water from the water tank to the electrolysis cell, and apump for introducing hydrogen into the hydrogen tank under pressure.

10. To provide, in an internal combustion engine of the kind described,a turbo-generator that is powdered by exhaust gases to provide DCcurrent to an electrolysis cell.

11. To provide, in an internal combustion engine of the type noted, asecond generator in addition to the turbogenerator aforesaid, that isdriven by a working fluid that is heated by the engine cooling system.

Various other more detailed objects and advantages of the invention,such as arise in connection with carrying out the above ideas in apractical embodiment will, in part, become apparent and, in part, behereafter stated as the description of the inventive proceeds.

SUMMARY OF THE INVENTION

The foregoing objects are achieved by providing an internal combustionengine which includes a cooling system, a fuel intake manifold and anexhaust manifold having an exhaust pipe extending therefrom, with acirculatory system which derives heat from the cooling system and theexhaust pipe for a working fluid which may be water or freon. A turbinein a Rankine Cycle is included in the working fluid system and isoperated by the gases derived from heating the working fluid. Theworking fluid system is closed and also includes a condenser forconverting the gaseous working fluid back to its liquid form and a pumpfor circulating the working fluid. A generator is driven by the turbineand is connected by appropriate conductors with an electrolysis cellinto which the water is introduced from a water supply tank.

Mounted on top of the engine in accordance with conventional practice isan air filter, and immediately below this air filter are two carburetorswhich communicate with the intake manifold of the engine. One of thesecarburetors is for conventional hydrocarbon fuel and the other is forhydrogen. The hydrocarbon fuel is conducted from a supply tank thereforto the carburetor for hydrocarbon fuel through a conduit including apump. Another conduit extends from the other carburetor which is forhydrogen to that portion of the electrolysis cell in which hydrogen iscollected. A pump connected to this portion of the cell is connected toa conduit which extends both to the hydrogen carburetor and a tank forreceiving hydrogen under pressure. A valve is included in this conduitand is operable to determine when hydrogen is delivered to the hydrogencarburetor.

The air filter includes an air intake and oxygen from the electrolysiscell is passed to this air intake where it is mixed with ambient air toprovide oxygen-enriched air which is delivered to both carburetors.

In a modification, a turbo-generator is driven directly by gases fromthe engines exhaust to provide DC current to the electrolysis cell. Thisturbo-generator may be used alone or in combination with anothergenerator driven by a turbine which is powered by the working fluid in aclosed system that is heated by the engine cooling system.

Now known internal combustion engines may be catalogued into threetypes. One is the conventional Otto cycle internal combustion engine nowwidely used in which the fuel is ignited by spark plugs. The second isthe well known diesel cycle engine in which the fuel is ignited bycompression of the intaken air gases. The third is the Brayton cycleturbine type internal combustion engine in which the fuel is burned atconstant pressure to drive a turbine rather than a piston. The presentinvention is susceptible of embodiment in the internal combustionengines of each of the above noted types. The invention as applied tothe first type is summarized in the preceding paragraphs. The apparatusrequired for a diesel engine is substantially the same, with the notableexception that the carburetor for the hydrocarbon fuel and the fuelintake manifold are replaced by fuel injectors. In the case of theturbine, engine, the working fluid circulatory system, turbine includedtherein, generator, electrolysis cell, fuel supply tank, water supplytank, hydrogen tank and pumps therefor are the same as described in thepreceding paragraphs. The difference between this embodiment of theinvention and the others resides in the construction of the turbineengine.

For the full and more complete understanding of the invention, referencemay be had to the following description and the accompanying drawings,wherein:

FIG. 1 is a diagrammatic view illustrating the essential elements of thepresent invention as applied to a conventional internal combustionengine of the piston type in which the fuel is ignited by spark plugs;

FIG. 2 is a diagrammatic view depicting the invention as applied to aturbine engine;

FIG. 3 is another diagrammatic view of the invention as incorporatedinto a diesel engine;

FIG. 4 is a schematic view of a modification of the diesel engineembodiment, and

FIG. 5 is a schematic view of an embodiment including a turbo-generatorthat is powered by exhaust gases.

DESCRIPTION -- FIRST EMBODIMENT

Referring now to the drawings, wherein like reference characters denotecorresponding elements throughout the several views, and first to FIG.1, an internal combustion engine of the piston type in which the fuel isignited by spark plugs is shown as including an engine block representedat 10. Mounted on engine block 10 is a fuel intake manifold 11 having amain stem 12 on which is mounted a carburetor or injector 13 forhydrocarbon fuels such as gasoline and a hydrogen carburetor or injector14. Both of the carburetors 13 and 14 communicate with stem 12. Mountedabove carburetors 13 and 14 is an air filter 15 having an air intake 16.

Carried by engine block 10 is an exhaust manifold 17 from which extendsan exhaust pipe 18. Engine block 10 includes a cooling system inaccordance with accepted practice and hence is not herein illustrated.However, a fan which may be considered as a part of the cooling systemis illustrated at 19.

A closed circulatory system as in a Rankine Cycle for a working fluidsuch as water or freon is designated generally 20. It comprises aconduit 21 which is in heat conducting relation to the cooling system ofthe engine at the point indicated at 22. It extends to and passesthrough a heat exchanger 23 which is disposed about exhaust pipe 18.From heat exchanger 23 conduit 21 is continued to a turbine 24 which isof the kind typified by the Rankine Cycle. The working fluid whichoriginally is in liquid form is converted into a gaseous state by theheat derived from the cooling system of the engine and the exhaust pipeand drives the turbine 24. From the latter, another conduit 25 extendsto a condenser 26 which returns the working fluid to its liquid form.From condenser 26 another conduit 27 extends to a pump 28, and from thelatter a conduit 29 extends to the engine block 10 at a point 30, fromwhence it is connected to conduit 21 at point 22, being in heatconducting relation to the cooling system of the engine.

The operation of the closed system 29 may be summarized by noting thatthe working fluid in liquid form is delivered by pump 28 to that portionof the system which is in heat conducting relation to the cooling systemof the engine. Thus, the working fluid is heated from the latter. It isfurther heated by heat exchanger 23 and this heat transfers the workingfluid into a gaseous state which operates Rankine turbine 24. It isconducted in gaseous form to condenser 26 which returns it to liquidform.

An electric generator is indicated at 31 and an electrolysis cell at 32.The electrolysis cell is shown as having two legs 33 and 34. A conductor35 connects a terminal 36 of generator 31 to terminal 37, while anotherconductor 38 extends from a terminal 39 of generator 31 to a terminal 40of cell 32. Generator 31 provides DC current.

A water supply tank is shown at 41. From the latter upstands a pipe 42which is connected to a pump 43. The latter is electrically driven bycurrent derived from generator 31. From pump 43 a conduit 44 extends tothe lower portion of electrolysis cell 32 and is effective to introducewater into the cell. The direct current passes through this water anddecomposes the water into its components of hydrogen and oxygen. Thehydrogen collects in leg 33 and oxygen in leg 34. A pipe 45 extendsupwardly from hydrogen leg 33 and included therein is a pump 46 which iselectrically driven from generator 31. Pipe 45 communicates with a crossconduit 47 at point 48. From the latter, one side of cross conduit 47 isconnected to a conduit 49 which extends to a hydrogen tank 50. The otherside of cross conduit 47 is connected to a hydrogen supply conduit 51which communicates with hydrogen carburetor 14. A valve 52 is includedin hydrogen supply conduit 51.

It is evident that with generator 31 in operation, hydrogen is providedin leg 33 and with pump 46 in operation, this hydrogen is eitherdelivered to tank 50 under pressure or to hydrogen carburetor 14,depending on whether valve 52 is open or closed.

While substantially all of the advantages of the present invention areobtained if the oxygen resulting from the decomposition of the water ismerely passed to the ambient atmosphere, some benefit will be derivedtherefrom because of oxygen having a higher density than air which ismostly nitrogen, and which will deliver more pounds of working fluid tothe engine to somewhat compensate for the lost volume and weight flowresulting from the use of hydrogen gas which is of low density. Thus, atube 53 is shown as extending from oxygen leg 34 of electrolysis cell 32to air intake 16.

A fuel supply tank is shown at 54 and extending therefrom is a feed pipe55, the upper end of which is connected to a hydrocarbon fuel carburetor13. A fuel pump 56 is included in feed pipe 55 and is driven from theengine in a conventional manner.

The operation of carburetors 13 and 14 may be controlled by a link 57which may be manually operable or operable under pressure from hydrogengas from conduit 47.

OPERATION -- FIRST EMBODIMENT

While the manner in which the embodiment of FIG. 1 operates is believedto be evident from the illustration of the drawings and description ofparts set forth above, it may be briefly outlined as follows:

With hydrogen available from tank 50, the engine may be started onhydrogen alone. This may be accomplished by opening valve 52 andadjusting linkage 57 so that no hydrocarbon fuel is initially deliveredto fuel intake manifold 11. Starting by hydrogen is preferred because ofits gaseous state and wide flammability range.

With the engine in operation, the water in the cooling system of theengine is heated and heat therefrom is conducted to that portion ofclosed system 20 which is included in the engine. Exhaust gases aregenerated and passed out of exhaust pipe 18. Heat is derived therefromby heat exchanger 23 and transferred by conduction to tube 21 of theclosed system.

After the engine is started in operation, pump 56 is activated todeliver fuel to carburetor 13 and pump 28 is operated to circulate theworking fluid in system 20. The heat transfers the liquid working fluidinto a gaseous form to operate turbine 24. The latter drives generator31 to generate a direct current which is conducted to electrolysis cell32. With generator 31 in operation, pump 43 is also activated to deliverwater from tank 41 to cell 32. This water is decomposed by the directcurrent passing therethrough which results in decomposition of the waterinto its oxygen and hydrogen components.

With generator 31 in operation, pump 46 is also activated to deliver thehydrogen from leg 33 of cell 32 either to hydrogen tank 50 or hydrogencarburetor 14. After the engine has been started, linkage 57 is adjustedto provide a desired ratio between the hydrocarbon fuel and the hydrogenwhich is delivered to the engine.

DESCRIPTION -- SECOND EMBODIMENT

This embodiment diagrammatically illustrates the incorporation of thepresent invention into an internal combustion engine of the turbine typeas illustrated in FIG. 2. The turbine engine is represented at 58. Itincludes a casing 59 providing a combustion chamber into which fuel isintroduced through an intake 60. A metering control 9 for hydrocarbonfuel is mounted over intake 60 as is a metering control 8 for hydrogen.An exhaust pipe 61 extends from casing 59 and disposed thereabout is aheat exchanger 62, which corresponds to the heat exchanger 23 of FIG. 1.An air intake for engine 58 is represented at 63. The remaining elementsillustrated in FIG. 2, with some exceptions, are the same as thecorresponding elements of FIG. 1 and have been so designated by likereference characters.

The working fluid system is somewhat different from that of FIG. 1 andis designated generally 64. It comprises a conduit 65 which extends frompump 28 and passes through heat exchanger 62 and emerges therefrom as aconduit 66 which goes to turbine 24. From the latter, another conduit 67extends to condenser 26. Another conduit 68 connects condenser 26 withpump 28.

The main difference between the apparatus of that of FIG. 2 and that ofFIG. 1 is the fact that heat is derived from the exhaust pipe 61 aloneand not from a cooling system of the engine.

The operation of the turbine embodiment is substantially the same asthat described above in connection with FIG. 1, with the notableexception that the fuel pump indicated at 56 includes a fuel meteringcontrol governing the rate at which fuel is delivered from fuel tank 54to the fuel metering nozzle 9. Also, the hydrogen gas is delivered byconduit 51 to a fuel metering nozzle 8.

DESCRIPTION -- THIRD EMBODIMENT

This embodiment is illustrated in FIG. 3 and shows the invention asapplied to a diesel engine. The difference between the diesel engine ofFIG. 3 and the conventional engine of FIG. 1 resides in the eliminationof the intake manifold 11 and carburetor 13 which are replaced by fuelinjectors. Thus, manifold 69 is mounted on engine block 10 and receivesdiesel fuel from fuel injector pump and distribution supply tank 54through tube 55. Distribution tubes 70 extend from manifold 69 toinjection ports 71 in block 10.

The operation of the diesel engine embodiment is the same as that of theconventional internal combustion engine of FIG. 1.

THE DIESEL ENGINE MODIFICATION

Referring more particularly to FIG. 4, a modification of the dieselengine embodiment is therein illustrated in which hydrogen gas isdelivered directly to injection ports in the engine block rather than tothe air intake.

Conduit 51 is connected to a hydrogen fuel injector pump anddistribution manifold 72 from which extend four distribution tubes 73which are connected at their other ends to injection ports 74.

In diesel engines, the fuel is ignited by the heat derived fromcompressing the air. Hydrocarbon fuels have an ignition temperaturewhich is much less than that of hydrogen. Thus, hydrogen is delivered tothe engine block only in combination with diesel fuel because, once thefuel is ignited, it will in turn ignite the hydrogen gas.

THE TURBO-GENERATOR

Referring now to FIG. 5, a modification is therein illustrated in whicha turbo-generator is driven directly by exhaust gases. Thus, engineblock 10 is shown as having the usual exhaust manifold 17 from whichextends an exhaust pipe 18. Mounted on exhaust pipe 18 and incommunication therewith is a turbine 75 which is powered by the exhaustgases from pipe 18. Spent exhaust gases pass out of turbine 75 at gasdischarge 76. A generator 77 is driven by a turbine 75. Generator 77 isconnected by conductors 78 to the electrolysis cell 32 which is notillustrated in FIG. 5, but corresponds to cell 32 of FIGS. 1, 2 and 3.

It is believed that the turbo generator method of providing a directcurrent for the electrolysis cell when used alone with present certainadvantages. However, to improve its efficiency, it also may be used incombination with a closed circuit working fluid system which derivesheat from the cooling system of the engine, with the heated workingfluid driving the turbine of the Rankine Cycle. Thus, as shown in FIG.5, the closed system for the working fluid comprises a conduit 79 whichextends from a condenser 26 to a pump 28 and from the latter anotherconduit 80 extends to a point 81 where it enters and passes throughengine block 10 in a position closely adjacent to the cooling system ofthe engine, whereby the working fluid in conduit 80 derives heat fromthe engine cooling system. Conduit 80 passes out of the engine block atpoint 82 from which point it takes the form of conduit 83 which isconnected to turbine 24. From turbine 24 another conduit 85 extends tothe other end of condenser 26. Generator 84 is connected to electrolysiscell 32 in the same manner as illustrated and described in connectionwith FIGS. 1, 2 and 3.

While preferred specific embodiments are herein disclosed, it is to beclearly understood that the invention is not to be limited to that exactconstructions, mechanisms and devices illustrated and described becausevarious modifications of these details may be provided in putting theinvention into practice.

What is claimed is:
 1. In an internal combustion engine of the turbinetype,a. a turbine block providing a combustion chamber, b. an exhaustpipe extending from said block and communicating with said combustionchamber; c. a closed system for a working fluid including a pump forcirculating the working fluid through the system, a turbine which isoperated by the working fluid when in a gaseous state and a condenserfor returning the working fluid from a gaseous state to a liquid; d. aheat exchanger disposed about said exhaust pipe and through which saidclosed system passes to derive heat from the exhaust pipe and heat theworking fluid; e. a generator driven by said turbine to produce a DCelectric current; f. an electrolysis cell containing water and connectedto said generator so that the DC current therefrom decomposes the waterinto oxygen and hydrogen; g. a water tank for supplying water to saidelectrolysis cell; h. a fuel intake on said turbine block andcommunicating with said combustion chamber; i. a hydrogen meteringcontrol communicating with said fuel intake; j. a conduit extending fromsaid electrolysis cell to said hydrogen metering control which conveyshydrogen from the cell to the metering control; k. a fuel tank for ahydrocarbon fuel; l. a hydrocarbon fuel metering control on said fuelintake communicating with said combustion chamber and connected to saidhydrocarbon fuel tank; m. linkage connected to said metering controlsoperable to vary the ratio of hydrogen and hydrocarbon fuel which isintroduced into the combustion chamber of said turbine block, and n. anair intake on said block and communicating with said combustion chamber.2. The turbine type combustion engine of claim 1, together with anoxygen conduit extending from said electrolysis cell to said air intake.